CN107399216B - Vehicle damping force control device - Google Patents

Vehicle damping force control device Download PDF

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Publication number
CN107399216B
CN107399216B CN201710338503.3A CN201710338503A CN107399216B CN 107399216 B CN107399216 B CN 107399216B CN 201710338503 A CN201710338503 A CN 201710338503A CN 107399216 B CN107399216 B CN 107399216B
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CN
China
Prior art keywords
vibration
index value
damping force
correction coefficient
ingredient
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Expired - Fee Related
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CN201710338503.3A
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Chinese (zh)
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CN107399216A (en
Inventor
斋藤敬
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Toyota Motor Corp
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Toyota Motor Corp
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
    • B60G17/015—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements
    • B60G17/016—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by their responsiveness, when the vehicle is travelling, to specific motion, a specific condition, or driver input
    • B60G17/0164—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by their responsiveness, when the vehicle is travelling, to specific motion, a specific condition, or driver input mainly during accelerating or braking
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
    • B60G17/015—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
    • B60G17/015—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements
    • B60G17/016—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by their responsiveness, when the vehicle is travelling, to specific motion, a specific condition, or driver input
    • B60G17/0161—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by their responsiveness, when the vehicle is travelling, to specific motion, a specific condition, or driver input mainly during straight-line motion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
    • B60G17/015—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements
    • B60G17/018—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by the use of a specific signal treatment or control method
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
    • B60G17/06—Characteristics of dampers, e.g. mechanical dampers
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
    • B60G17/06—Characteristics of dampers, e.g. mechanical dampers
    • B60G17/08—Characteristics of fluid dampers
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
    • B60G2400/10—Acceleration; Deceleration
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
    • B60G2400/90—Other conditions or factors
    • B60G2400/91—Frequency
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2500/00—Indexing codes relating to the regulated action or device
    • B60G2500/10—Damping action or damper
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2600/00—Indexing codes relating to particular elements, systems or processes used on suspension systems or suspension control systems
    • B60G2600/12—Sampling or average detecting; Addition or substraction
    • B60G2600/124—Error signal
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2600/00—Indexing codes relating to particular elements, systems or processes used on suspension systems or suspension control systems
    • B60G2600/18—Automatic control means
    • B60G2600/187—Digital Controller Details and Signal Treatment
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2600/00—Indexing codes relating to particular elements, systems or processes used on suspension systems or suspension control systems
    • B60G2600/18—Automatic control means
    • B60G2600/187—Digital Controller Details and Signal Treatment
    • B60G2600/1875—Other parameter or state estimation methods not involving the mathematical modelling of the vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2600/00—Indexing codes relating to particular elements, systems or processes used on suspension systems or suspension control systems
    • B60G2600/18—Automatic control means
    • B60G2600/187—Digital Controller Details and Signal Treatment
    • B60G2600/1877—Adaptive Control
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2600/00—Indexing codes relating to particular elements, systems or processes used on suspension systems or suspension control systems
    • B60G2600/60—Signal noise suppression; Electronic filtering means
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2800/00—Indexing codes relating to the type of movement or to the condition of the vehicle and to the end result to be achieved by the control action
    • B60G2800/70—Estimating or calculating vehicle parameters or state variables
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2800/00—Indexing codes relating to the type of movement or to the condition of the vehicle and to the end result to be achieved by the control action
    • B60G2800/85—System Prioritisation
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2800/00—Indexing codes relating to the type of movement or to the condition of the vehicle and to the end result to be achieved by the control action
    • B60G2800/90—System Controller type
    • B60G2800/91—Suspension Control
    • B60G2800/916—Body Vibration Control

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vehicle Body Suspensions (AREA)

Abstract

The present invention provides a kind of vehicle damping force control device (10), and the damping force of damper (20FL~20RR) is controlled by control device (28).From ingredient (Gz2i) (S40 of the second vibration of the ingredient (Gz1i) and the frequency band higher than first band of the first vibration for extracting first band in the acceleration up and down (Gzi) of (18) on the spring from the position of each wheel (12FL~12RR), S50), calculate degree more high then smaller correction coefficient (Kri) (S60) of the degree relative to the first vibration of the second vibration, so that the mode that damping force becomes the product of the target attenuation force (Fti) and correction coefficient (Kri) that calculate based on the acceleration up and down on spring controls the attenuation coefficient (Ci) (S80~S220) of damper.

Description

Vehicle damping force control device
Technical field
The present invention relates to for motor vehicle damping force control devices such as automobile.
Background technique
In the vehicles such as automobile, corresponding to each wheel on spring under spring between be equipped with damper.Damper generates Damping force corresponding with the product of attenuation coefficient with the relative velocity on spring and under spring, thus makes the up-down vibration on spring decay.Institute The damping force needed is different according to the driving condition of vehicle, therefore carries the decaying that according to vehicle attenuation coefficient can change The damper of power type variable controls attenuation coefficient according to the driving condition of vehicle.
On the spring of vehicle generated when driving includes the vibration of various frequencies with vibrating up and down plyability.Especially exist For vehicle in the case where travelling on having the traveling road to rise and fall, the up-down vibration on spring becomes that frequency is lower and the biggish vibration of amplitude Vibration more than dynamic, i.e. so-called impact (あ お り) ingredient.In contrast, travelled on the traveling road of roughness pavement in vehicle In the case of, the up-down vibration on spring is more as frequency vibration lesser compared with high and amplitude, i.e. so-called uneven (go Star go Star) ingredient Vibration.
When the up-down vibration on spring is to impact the vibration more than ingredient, in order to make the up-down vibration on spring effectively decay The riding comfort of vehicle is improved, and it is preferred that improving damping force.In contrast, the up-down vibration on spring is more than uneven ingredient When vibration, if damping force increases, the vibration under the spring being subject to from road surface is easy to transmit on spring, the riding comfort of vehicle Decline instead, therefore preferably reduces damping force.Thus it is preferred to the impact ingredient and injustice that are included according to the up-down vibration on spring The ratio of ingredient controls damping force.
For example, following patent documents 1 describes a kind of damping force control device, extracted from the acceleration up and down on spring Ingredient and uneven ingredient are impacted, damping force is calculated based on the maximum value of the absolute value of each ingredient extracted in the scheduled time Increase and decrease amount, increase and decrease the damping force of damper based on calculated increase and decrease amount.In the calculating of the increase and decrease amount of damping force, ginseng The mapping of the relationship of the increase and decrease amount of maximum value and damping force according to the absolute value for indicating impact ingredient and uneven ingredient.
Patent document 1: Japanese Unexamined Patent Publication 08-216646 bulletin
In the damping force control device that above patent document 1 is recorded, it is necessary to according to the different vehicle of various factors, from spring On acceleration up and down in extract impact ingredient and uneven ingredient, the absolute value based on each ingredient extracted in the scheduled time Maximum value come increase and decrease amount needed for finding out damping force, thus generate mapping.Mapping indicates impact ingredient and uneven ingredient The two-dimensional map of the relationship of increase and decrease amount needed for the maximum value and damping force of absolute value, such as must experimentally determine required Value, therefore the generation mapped needs huge time and labor.
Summary of the invention
Major subjects of the invention are to provide the damping force control device after a kind of improvement, do not need huge needed for generating Time and labour mapping, and the ratio for the impact ingredient and uneven ingredient that can included according to the up-down vibration on spring is good Control damping force well.
According to the present invention, a kind of vehicle damping force control device (10) is provided, comprising: correspond to each wheel (12FL~ The damper of damping force type variable (12FL~12RR, 24FL~24RR) between 12RR) is disposed on spring under (18) and spring (20FL~20RR)；Detect the up-down vibration quantity of state (Gzi) on the spring at the position of each wheel detection device (30FL~ 30RR)；And the control unit (28) of the damping force (Fi) of damper is at least controlled based on the up-down vibration quantity of state on spring.
Control unit (28) is configured to, calculated based on the up-down vibration quantity of state (Gzi) on spring damper (20FL~ Target attenuation force (Fti) (S20, S30) 20RR) is extracted in quantity of state from vibrating up and down on spring comprising total up and down on spring Under resonant frequency up and down and spring on ingredient (impact ingredient) (Gz1i) and spring of first vibration of the first band of vibration frequency The ingredient (uneven ingredient) (Gz2i) (S40, S50) of second vibration of the frequency band between upper and lower resonant frequency, with the second vibration The degree the high relative to the height of the degree of the first vibration, and the smaller mode of correction coefficient (Kri) calculates the correction coefficient (Kri) (S60), so that the damping force (Fi) of damper becomes the product of target attenuation force (Fti) and correction coefficient (Kri), that is, final The mode of target attenuation force (Ffti) controls the attenuation coefficient (Ci) (S80~S220) of damper.
According to above-mentioned structure, the target attenuation force of damper is calculated based on the up-down vibration quantity of state on spring, from spring On vibrate up and down quantity of state in extract first vibration ingredient and second vibration ingredient.The ingredient of first vibration is comprising spring On resonant frequency up and down first band vibration component, i.e. impact ingredient, second vibration ingredient be on spring up and down altogether The vibration component of the frequency band between resonant frequency up and down under vibration frequency and spring, i.e. uneven ingredient.
Based on the mode smaller relative to the more high then correction coefficient of height of the degree of the first vibration by the degree of the second vibration Calculate the correction coefficient.That is, the height with the degree of the vibration of uneven ingredient relative to the degree of the vibration of impact ingredient gets over Gao Ze The smaller mode of correction coefficient calculates the correction coefficient.In addition, so that the damping force of damper becomes target attenuation force and correction The product of coefficient, that is, final goal damping force namely damper is controlled in the way of the target attenuation force after correction coefficient corrects Attenuation coefficient.
More high relative to the degree of the vibration of impact ingredient with the degree of the vibration of uneven ingredient as a result, damper declines Subtract the smaller mode of power and controls correction coefficient.Therefore, in the degree of the vibration of uneven ingredient relative to the vibration for impacting ingredient When degree is lower, the damping force of damper does not reduce, therefore can effectively make the vibration decaying for impacting ingredient.In contrast, When the degree of the vibration of uneven ingredient is higher relative to the degree of the vibration of impact ingredient, the damping force of damper becomes smaller, because Vibration under this spring being subject to from road surface is difficult to transmit on spring, thereby, it is possible to reduce the riding comfort of vehicle decline can It can property.
In addition, according to above-mentioned structure, do not need to indicate the maximum value of the absolute value of impact ingredient, uneven ingredient it is absolute The two-dimensional map of the relationship of increase and decrease amount needed for the maximum value and damping force of value.Costly time and labor are not needed as a result, Power, such as do not need to generate mapping by experimentally determining required value.
In a form of the invention, control unit (28) is configured to, with the more high then correction coefficient (Kri) of speed (V) Bigger mode calculates the correction coefficient (Kri) (S60).
In general, the riding comfort of vehicle is important when speed is low, when speed is high, the control stability of vehicle is important. In damping force control device described in Patent Document 1 above-mentioned, due to not considering speed, therefore, it is impossible to when speed is low Ensure the good riding comfort of vehicle and ensures the mode of the good control stability of vehicle according to vehicle when speed is high Speed and change the increase and decrease amount of damping force.
According to above-mentioned form, the more high then correction coefficient of speed is bigger, therefore the more high then damping force of speed is bigger.Exist as a result, It when speed is low, can prevent damping force from becoming good riding comfort that is excessive and ensuring vehicle, when speed is high, can produce Raw sufficient damping force and the good control stability for ensuring vehicle.
In another form of the invention, control unit (28) limits the change rate (S70) of correction coefficient, so that vibration damping The product that the damping force (Fi) of device becomes the correction coefficient (Kri) that target attenuation force (Fti) is restricted with change rate is i.e. final The mode of target attenuation force (Ffti) controls the attenuation coefficient (Ci) (S80~220) of damper.
According to above-mentioned form, since the change rate of correction coefficient is restricted, can reduce along with the first vibration The variation of dynamic degree and/or the degree of the second vibration and the case where correction coefficient change dramatically for rise thus make declining for damper A possibility that subtracting power change dramatically.
In another form of the invention, control unit (28) is configured to, ingredient and the second vibration based on the first vibration Dynamic ingredient (Gz1i, Gz2i) come calculate separately indicate first vibration degree and second vibration degree the first index value and Second index value (I1i, I2i), and correction coefficient (Kri) (S60) is calculated based on the ratio between the first index value and the second index value.
According to above-mentioned form, being calculated separately based on the ingredient of the first vibration and the ingredient of the second vibration indicates the first vibration Degree and the second vibration degree the first index value and the second index value, and based on the first index value and the second index value it Than calculating correction coefficient.The size of the ratio between first index value and the second index value indicates the degree and the second vibration of the first vibration Degree size relation, therefore can be based on the ratio between the first index value and the second index value, with second vibrate degree it is opposite More high in the degree of the first vibration, the smaller mode of correction coefficient calculates the correction coefficient.
In addition, control unit (28) is configured in another form of the invention, ingredient based on the first vibration and the Two vibration ingredients (Gz1i, Gz2i) come calculate separately indicate first vibration degree and second vibration degree the first index Value and the second index value (I1i, I2i), and correction coefficient (Kri) is calculated based on the difference of the first index value and the second index value (S60)。
According to above-mentioned form, being calculated separately based on the ingredient of the first vibration and the ingredient of the second vibration indicates the first vibration Degree and the second vibration degree the first index value and the second index value, and based on the first index value and the second index value it Difference calculates correction coefficient.The symbol and size of the difference of first index value and the second index value indicate the degree of the first vibration and the The size relation of the degree of two vibrations, therefore it can be based on the difference of the first index value and the second index value, with the journey of the second vibration The degree the high relative to the degree of the first vibration, and the smaller mode of correction coefficient calculates the correction coefficient.
In the above description, in order to facilitate understanding of the invention, for invention corresponding with aftermentioned embodiment Structure with parantheses adds title and/or appended drawing reference that the embodiment uses.However, each component of the invention does not have There is the constituent element for being limited to embodiment corresponding with the title and/or appended drawing reference with parantheses added.Of the invention its His purpose, other features and subsidiary advantage are according to referring to attached drawing below and the embodiments of the present invention that describe are said It is bright and be readily appreciated that.It should be noted that " S " in above-mentioned explanation refers to the " step of the flow chart in aftermentioned embodiment Suddenly ".
Detailed description of the invention
Fig. 1 is the schematic structural diagram for indicating the first embodiment of vehicle damping force control device of the invention.
Fig. 2 is the flow chart for indicating the damping force control routine of first embodiment.
Fig. 3 is the journey for indicating the impact vibration for calculating expression or more acceleration GzFL~GzRR of first embodiment The flow chart of the secondary routine of the index value I1i of degree.
Fig. 4 is the journey for indicating the uneven vibration for calculating expression or more acceleration GzFL~GzRR of first embodiment The flow chart of the secondary routine of the index value I2i of degree.
Fig. 5 is the damping force control routine for indicating the second embodiment of vehicle damping force control device of the invention Flow chart.
Fig. 6 is the damping force control routine for indicating the third embodiment of vehicle damping force control device of the invention Flow chart.
Fig. 7 is the damping force control routine for indicating the 4th embodiment of vehicle damping force control device of the invention Flow chart.
Fig. 8 is the damping force control routine for indicating the 5th embodiment of vehicle damping force control device of the invention Flow chart.
Fig. 9 is the damping force control routine for indicating the sixth embodiment of vehicle damping force control device of the invention Flow chart.
Figure 10 is the mapping for indicating the relationship of the ratio between index value I2i and index value I1i I2i/I1i and correction coefficient Kri, is referred to Scale value I2i indicates the degree of uneven vibration, and index value I1i indicates the degree of impact vibration.
Figure 11 is to indicate the product of index value I2i and correction coefficient Kc and the difference KcI2i-I1i of index value I1i and correction system The mapping of the relationship of number Kdi, index value I2i indicate the degree of uneven vibration, and index value I1i indicates the degree of impact vibration.
Figure 12 is to respectively indicate the ratio between index value I2fr, I2re and index value I1fr, I1re I2fr/I1fr and I2re/ The mapping of the relationship of I1re and correction coefficient Krfr and Krre, index value I2fr, I2re indicate the degree of uneven vibration, index value The degree of I1fr, I1re expression impact vibration.
Figure 13 is the difference for respectively indicating the product and index value I1fr, I1re of index value I2fr, I2re and correction coefficient Kc The mapping of the relationship of KcI2fr-I1fr and KcI2re-I1re and correction coefficient Kdfr and Kdre, index value I2fr, I2re Indicate that the degree of uneven vibration, index value I1fr, I1re indicate the degree of impact vibration.
Figure 14 is to respectively indicate the ratio between index value I2lt, I2rt and index value I1lt, I1rt I2lt/I1lt and I2rt/ The mapping of the relationship of I1rt and correction coefficient Krlt and Krrt, index value I2lt, I2rt indicate the degree of uneven vibration, index value The degree of I1lt, I1rt expression impact vibration.
Figure 15 is the difference for respectively indicating the product and index value I1lt, I1rt of index value I2lt, I2rt and correction coefficient Kc The mapping of the relationship of KcI2lt-I1lt and KcI2rt-I1rt and correction coefficient Kdlt and Kdrt, index value I2lt, I2rt Indicate that the degree of uneven vibration, index value I1lt, I1rt indicate the degree of impact vibration.
Figure 16 is the control of the relative velocity Vri, target attenuation force Fti, damper for the up and down direction for indicating vehicle body and wheel The mapping of the relationship of grade S processed.
Figure 17 is the mapping for indicating the relationship of the ratio between index value I1i and index value I2i I1i/I2i and correction coefficient Kri, is referred to Scale value I1i indicates the degree of impact vibration, and index value I2i indicates the degree of uneven vibration.
Figure 18 is the poor I1i-KcI2i and school for indicating index value I1i relative to index value I2i and the product of correction coefficient Kc The mapping of the relationship of positive coefficient Kdi, index value I1i indicate the degree of impact vibration, and index value I2i indicates the journey of uneven vibration Degree.
Description of symbols
10 ... vehicle damping force control devices
12FL~12RL ... wheel
14 ... vehicles
18 ... vehicle bodies
20FL~20RR ... damper
28 ... electronic control units
The upper and lower acceleration transducer of 30FL~30RL ...
Specific embodiment
Hereinafter, referring to attached drawing, several preferred embodiments that the present invention will be described in detail.
[first embodiment]
As shown in Figure 1, the damping force control device 10 of first embodiment is suitable for the left and right as deflecting roller The vehicle 14 of front-wheel 12FL and 12FR and the rear-wheel 12RL and 12RR of the left and right as non-steering wheels.Left and right front-wheel 12FL and 12FR hangs on vehicle body 18 by suspension 16FL and 16FR respectively, and the rear-wheel 12RL and 12RR of left and right pass through suspension 16RL respectively And 16RR and hang on vehicle body 18.
Suspension 16FL~16RR respectively includes damper 20FL~20RR and bearing spring 22FL~22RR.Wheel 12FL~ For 12RR respectively by Wheel support 24FL~24RR bearing for that can rotate, Wheel support 24FL~24RR passes through cantilever (not shown) Vehicle body 18 is linked in a manner of it can be mainly displaced along the vertical direction relative to vehicle body 18.Damper 20FL~20RR points It is not disposed between vehicle body 18 and Wheel support 24FL~24RR or cantilever, substantially vertically extends.
Vehicle body 18 in the position of wheel 12FL~12RR, respectively by damper 20FL~20RR and bearing spring 22FL~ 22RR's stretches and can be at least displaced along the vertical direction relative to wheel 12FL~12RR.Vehicle body 18, damper as a result, A part and a part of cantilever of 20FL~20RR etc. are constituted on the spring of vehicle 14.Wheel 12FL~12RR, Wheel support Another part of 24FL~24RR, another part of damper 20FL~20RR and cantilever etc. is constituted under the spring of vehicle 14.
Bearing spring 22FL~22RR inhibits with the upper bottom for changing wheel 12FL~12RR for cause up and down on road surface The transmitting on spring such as impact that shifting and wheel 12FL~12RR are subject to from road surface.Damper 20FL~20RR generation make on spring and The damping force that the caused vibration of relative displacement decays up and down under spring.Damper 20FL~20RR is to have to make built-in decaying respectively Power generates the damper of the damping force type variable of actuator 26FL~26RR of the valve opening amount variation of valve.
Damper 20FL~20RR has multiple controlled stage S.Controlled stage S be from attenuation coefficient Ci (i=FL, FR, RL and RR) the smallest controlled stage S1 (soft (soft)) is that n is (just whole to the maximum controlled stage Sn of attenuation coefficient Ci (hard (hard)) Number) grade controlled stage.Damper 20FL~20RR generate respectively by attenuation coefficient Ci (i=FL, FR, RL and RR) and vehicle body 18 and Damping force Fi that the product CiVri of the relative velocity Vri of the up and down direction of wheel 12FL~12RR is indicated (i=FL, FR, RL and RR)。
Actuator 26FL~26RR is controlled by electronic control unit 28.Vehicle in position corresponding with wheel 12FL~12RR Acceleration transducer 30FL~the 30RR up and down for detecting corresponding acceleration GzFL~GzRR up and down is respectively arranged on body 18.It will Indicate that the signal of the GzFL~GzRR of acceleration up and down detected is inputted to electronic control unit 28.It should be noted that can be with About three acceleration transducers, the acceleration base up and down of the vehicle body 18 at the not set position of acceleration transducer up and down are set In about three acceleration detected by about three acceleration transducers, estimated with well known main points.
Electronic control unit 28 is based on upper and lower acceleration GzFL~GzRR, according to corresponding with Fig. 2~flow chart shown in Fig. 4 Control program, to control the damping force Fi of damper 20FL~20RR.It should be noted that electronic control unit 28 can be It is with such as CPU, ROM, RAM and input/output port device and they are interconnected micro- by the common bus of amphicheirality Type computer.Control program is stored in ROM, and damping force Fi is controlled according to identical control program by CPU.
Next, illustrating the control routine of the damping force of first embodiment referring to flow chart shown in Fig. 2.It needs It is bright, it is every in ignition switch (not shown), such as according to the sequence of the near front wheel, off-front wheel, left rear wheel and off hind wheel Every the scheduled control for temporally executing flow chart shown in Fig. 2 repeatedly.In the following description, by the damping force of flow chart Control referred to as " controls ".
Firstly, in step 10, being indicated the acceleration up and down detected by upper and lower acceleration transducer 30FL~30RR Spend the reading of the signal of GzFL~GzRR.
In step 20, it is based on upper and lower acceleration GzFL~GzRR, with such as Japanese Unexamined Patent Publication 10-00912 bulletin note The main points of load calculate the Vrei of relative velocity up and down (i=FL, FR, RL and RR) between wheel 12FL~12RR and vehicle body 18.It needs It is noted that also can detecte the Ssi of stroke up and down (i=FL, FR, RL and RR) of suspension 16FL~16RR, and calculate up and down Differential value of the relative velocity Vrei as upper and lower stroke Ssi.In addition it is also possible to detect the Zbdi of acceleration up and down and spring of vehicle body 18 Under acceleration Zwdi up and down, relative velocity Vrei up and down is calculated by calculating the integrated value of Zbdi-Zwdi.
In step 30, it is based on upper and lower relative velocity Vrei, calculates damper 20FL~20RR according to following formulas (1) Target attenuation force Fti (i=FL, FR, RL and RR).It should be noted that the Csf in following formulas (1) is high-altitude handling control The attenuation coefficient of system improves the arbitrary decaying of the riding comfort of vehicle 14 but it is also possible to be the vibration decaying for making vehicle body 18 The attenuation coefficient of power control (such as H ∞ control).
Fti=CsfVrei ... (1)
In step 40, according to flow chart shown in Fig. 3, it is based on upper and lower acceleration GzFL~GzRR, computational chart is shown as Index value (hereinafter referred to as " index value of impact vibration ") I1i (i=FL, FR, RL of the degree of the impact vibration of first vibration And RR).It should be noted that the occupant that impact vibration is vehicle 14 feels the vibration of the frequency band of the soft vibration of vehicle body 18 It is dynamic, specifically, being the resonance bands i.e. vibration of 1~2Hz as the vehicle body 18 on spring.
In step 50, according to flow chart shown in Fig. 4, it is based on upper and lower acceleration GzFL~GzRR, computational chart is shown as Index value (hereinafter referred to as " index value of injustice vibration ") I2i (i=FL, FR, RL of the degree of the uneven vibration of second vibration And RR).It should be noted that uneven vibration is the vibration that the occupant of vehicle 14 feels the frequency band of uneven uncomfortable taking sense It is dynamic, specifically, being as the resonance bands of the vehicle body 18 on spring and as the wheel 12FL~12RR and Wheel support under spring The vibration of the frequency band of 6~10Hz between the resonance bands of 24FL~24RR etc..It should be noted that if lower frequency limit compares spring Under resonance bands it is high, then can be the value lower than above-mentioned 6Hz.
In a step 60, the ratio between the index value I2i of uneven vibration and the index value I1i of impact vibration I2i/I1i are calculated, and And correction coefficient Kri (i=FL, FR, RL and RR) is calculated by referring to mapping shown in Fig. 10 based on than I2i/I1i.It needs Illustrate, impact vibration index value I1i be 0 when, by index value I1i be set as it is preset close to 0 it is positive Calculating ratio I2i/I1i after constant.
In step 70, by carrying out low-pass filtering treatment to correction coefficient Kri, to limit the variation of correction coefficient Kri The mode of rate corrects correction coefficient Kri.It should be noted that the limitation of the change rate of correction coefficient Kri can be by every list The size of the variable quantity of the correction coefficient of position time carries out the case where protection processing, carries out rolling average processing to correction coefficient The means such as situation, the case where correction coefficient is remained constant value during the preset retention time are realized.It is this Situation is also the same about the correction coefficient of aftermentioned other embodiments.
In step 80, using revised correction coefficient Kri, calculated according to following formulas (2) damper 20FL~ The final goal damping force Ffti (i=FL, FR, RL and RR) of 20RR.
Ffti=KriFti ... (2)
In step 210, it is calculated based on calculated relative velocity Vrei up and down in step 20 and in step 80 Final goal damping force Ffti, by referring to shown in Figure 16 map, to determine the target control of damper 20FL~20RR Grade S.That is, calculating the target attenuation coefficient Cti (i=FL, FR, RL and RR) of damper 20FL~20RR.
In a step 220, so that the controlled stage of damper 20FL~20RR becomes calculated target control in step 210 The mode of grade S processed controls controlled stage, thus executes the control of damping force.As a result, by damper 20FL~20RR's Attenuation coefficient Ci is controlled into target attenuation coefficient Cti, and damping force Fi control is thus become final goal damping force Ffti.
Next, illustrating the index value of the impact vibration executed in above-mentioned steps 40 referring to flow chart shown in Fig. 3 The secondary routine of the calculating of I1i.
In step 42, the signal of acceleration GzFL~GzRR up and down will be indicated with the height of the cutoff frequency with 0.5Hz Pass filter is handled, and is handled with the low-pass filtering of the cutoff frequency with 2Hz.As a result, from upper and lower acceleration In GzFL~GzRR extract 0.5~2Hz frequency band impact ingredient Gz1i (i=FL, FR, RL and RR) as first vibrate at Point.It should be noted that the frequency band of above-mentioned 0.5~2Hz is to illustrate, the frequency band of the ingredient of the first vibration can be with the frequency band of illustration It is different.
In step 44, the absolute value of ingredient progress will be impacted and the signal to impact ingredient carries out full-wave rectification. That is, the negative value of the signal of impact ingredient is converted into the identical positive value of absolute value.
In step 46, in preset time Tc (positive constant) up to the present, absolute value is calculated Impact index value I1i of the maximum value of ingredient as impact vibration.
Next, illustrating the index value of uneven vibration executed in above-mentioned steps 50 referring to flow chart shown in Fig. 4 The secondary routine of the calculating of I2i.
In step 52, indicate that the signal of acceleration GzFL~GzRR up and down is filtered with the high pass of the cutoff frequency with 4Hz Wave is handled, and is handled with the low-pass filtering of the cutoff frequency with 10Hz.As a result, from upper and lower acceleration GzFL~ Ingredient of the uneven ingredient Gz2i (i=FL, FR, RL and RR) of the frequency band of 4~10Hz as the second vibration is extracted in GzRR.It needs Illustrate, the frequency band of above-mentioned 4~10Hz is to illustrate, and the frequency band of the ingredient of the second vibration can also be different from the frequency band of illustration.
In step 54, by the absolute value of uneven ingredient progress and the signal to uneven ingredient carries out full-wave rectification. That is, the negative value of the signal of uneven ingredient is converted into the identical positive value of absolute value.
At step 56, the signal of the uneven ingredient of absolute value is to have the cutoff frequency for removing high-frequency noise The low-pass filtering of (such as 2Hz) is handled, and thus removes the noise of the frequency higher than the frequency of uneven ingredient.
In step 58, it calculates and noise is eliminated by absolute value in preset time Tc up to the present Uneven ingredient maximum value as injustice vibration index value I2i.
It should be noted that the calculating of the maximum value about above impact ingredient and uneven ingredient, please if necessary join It is Japanese Unexamined Patent Publication 8-216646 bulletin according to patent document 1 above-mentioned.
From the above description, in step 20, be based on upper and lower acceleration GzFL~GzRR, come calculate wheel 12FL~ Relative velocity Vrei up and down between 12RR and vehicle body 18 is based on upper and lower speed Vrei, in step 30 to calculate damper The target attenuation force Fti of 20FL~20RR.In step 40 and 50, it is based on upper and lower acceleration GzFL~GzRR, calculates separately punching Hit the index value I1i of the vibration and index value I2i of uneven vibration.
In a step 60, the ratio between the index value I1i of index value I2i and impact vibration based on injustice vibration I2i/I1i, comes Calculate correction coefficient Kri.With bigger than the then correction coefficient Kri more big smaller and vehicle velocity V of I2i/I1i more high then correction coefficient Kri Mode calculate correction coefficient Kri, in step 70, correction coefficient Kri is corrected in a manner of limiting change rate.
In step 80, it is as revised correction coefficient Kri and relatively fast up and down to calculate final goal damping force Ffti The product for spending Vrei, in step 210 and 220, so that the damping force Fi of damper 20FL~20RR becomes final goal damping force The mode of Ffti is controlled.
[second embodiment]
Second embodiment is configured to the fixed case of first embodiment, and the damping force of second embodiment is controlled according to figure Flow chart shown in 5 carries out.It should be noted that in Fig. 5, for the step identical as step shown in Fig. 2, mark with The step of marking in Fig. 2 numbers identical number of steps.Such case is also the same about aftermentioned other embodiments.
Second embodiment constitutes the fixed case for making first embodiment, step 10~50 and step 210 and 220 and first The case where embodiment, similarly executes.Replace step 60~80 of first embodiment and executes step 90~110 respectively.
In step 90, calculates the index value I2i of uneven vibration and the product of correction coefficient Kc (positive constant) and impact is shaken The difference KcI2i-I1i of dynamic index value I1i.It should be noted that correction coefficient Kc is the amplitude specific impulse due to injustice vibration Hit size of with small vibration and index value I2i size less than index value I1i therefore size and index value in order to make index value I2i The value in the same size and preset of I1i.In addition, being mapped shown in 1 referring to Fig.1 based on difference KcI2i-I1i, thus come It calculates correction coefficient Kdi (i=FL, FR, RL and RR).
In step 100, low-pass filtering treatment is carried out to correction coefficient Kdi, is thus corrected in a manner of limiting change rate Correction coefficient Kdi.
In step 110, using revised correction coefficient Kdi, calculated according to following formulas (3) damper 20FL~ The final goal damping force Ffti of 20RR.
Ffti=KdiFti ... (3)
[third embodiment]
Third embodiment is also configured to the fixed case of first embodiment, the damping force control of third embodiment according to Flow chart shown in fig. 6, such as be alternately carried out about the first two wheel and rear two wheel.Step 10~50 and step 210 and 220 and The case where one embodiment, similarly executes.Replace first embodiment in step 60~80 and execute respectively step 120~ 140。
In the step 120, the value of the big side in the index value I1FL and I1FR of impact vibration is set as and front-wheel The index value I1fr of the impact vibration of vehicle body 18 at the corresponding position 12FL and 12FR.By the index value I1RL of impact vibration and The value of a big side in I1RR is set as the index of the impact vibration of the vehicle body 18 at position corresponding with rear-wheel 12RL and 12RR Value I1re.Equally, the value of the big side in the index value I2FL and I2FR of injustice vibration is set as and front-wheel 12FL and 12FR The index value I2fr of the uneven vibration of vehicle body 18 at corresponding position.It will be big in the index value I2RL and I2RR of injustice vibration A side value be set as the vehicle body 18 at position corresponding with rear-wheel 12RL and 12RR uneven vibration index value I2re.
In addition, in the step 120, calculating separately the index value I2fr and I2re of uneven vibration and the index value of impact vibration The ratio between I1fr and I1re I2fr/I1fr and I2re/I1re.In addition, based on than I2fr/I1fr and I2re/I1re and referring to Fig.1 2 Shown in map, thus come calculate separately the first two wheel and rear two wheel correction coefficient Krfr and Krre.
In step 130, low-pass filtering treatment is carried out to correction coefficient Krfr and Krre, thus to limit the side of change rate Formula corrects correction coefficient Krfr and Krre.
In step 140, it using revised correction coefficient Krfr and Krre, is calculated according to following formula (4)~(7) The final goal damping force Ffti of damper 20FL~20RR.
FftFL=KrfrFtFL ... (4)
FftFR=KrfrFtFR ... (5)
FftRL=KrreFtRL ... (6)
FftRR=KrreFtRR ... (7)
[the 4th embodiment]
4th embodiment is configured to the fixed case of third embodiment, and the damping force of the 4th embodiment is controlled according to figure Flow chart shown in 7 is alternately carried out about such as the first two wheel and rear two wheel.Step 10~50 and step 210 and 220 and third The case where embodiment, similarly executes.Replace third embodiment in step 120~140 and execute respectively step 150~ 170。
It is same as the step 120 of third embodiment in step 150, calculate position corresponding with front-wheel 12FL and 12FR Set the index value I1fr of the impact vibration of the vehicle body 18 at the place and index value I2fr of uneven vibration.Equally, it calculates and rear-wheel 12RL And the index value I1re and the uneven index value I2re vibrated of the impact vibration of the vehicle body 18 at the corresponding position 12RR.
In addition, in step 150, it is same as the step 90 of second embodiment, calculate separately the index value of uneven vibration The difference KcI2fr-I1fr and Kc of the index value I1fr and I1re of the product and impact vibration of I2fr, I2re and correction coefficient Kc I2re-I1re.In addition, being mapped shown in 3 referring to Fig.1 based on difference KcI2fr-I1fr and KcI2re-I1re, thus come Calculate separately the correction coefficient Kdfr and Kdre of the first two wheel and rear two wheel.
In a step 160, low-pass filtering treatment is carried out to correction coefficient Kdfr and Kdre, thus to limit the side of change rate Formula corrects correction coefficient Kdfr and Kdre.
In step 170, it using revised correction coefficient Kdfr and Kdre, is counted according to following formula (8)~(11) Calculate the final goal damping force Ffti of damper 20FL~20RR.
FftFL=KdfrFtFL ... (8)
FftFR=KdfrFtFR ... (9)
FftRL=KdreFtRL ... (10)
FftRR=KdreFtRR ... (11)
[the 5th embodiment]
5th embodiment is configured to the fixed case of first embodiment, and the damping force of the 5th embodiment is controlled according to figure Flow chart shown in 8, such as be alternately carried out about the second from left wheel and two wheel of the right side.Step 10~50 and step 210 and 220 and first The case where embodiment, similarly executes.Replace step 60~80 of first embodiment and executes step 125~145 respectively.
In step 125, the value of the big side in the index value I1FL and I1RL of impact vibration is set as and the second from left wheel The index value I1lt of the impact vibration of vehicle body 18 at the corresponding position 12FL and 12RL.By the index value I1FR of impact vibration and The value of a big side in I1RR is set as the finger of the impact vibration of the vehicle body 18 at position corresponding with two wheel 12FR and 12RR of the right side Scale value I1rt.Equally, by the value of the big side in the index value I2FL and I2RL of injustice vibration be set as with the second from left wheel 12FL and The index value I2flt of the uneven vibration of vehicle body 18 at the corresponding position 12RL.By the index value I2FR and I2RR of injustice vibration In the value of a big side be set as taking turns the uneven index value vibrated of the vehicle body 18 at the corresponding position 12FR and 12RR with the right side two I2rt。
In addition, calculating separately the index value I2lt and I2rt of uneven vibration and the index value of impact vibration in step 125 The ratio between I1lt and I1rt I2lt/I1lt and I2rt/I1rt.Moreover, based on than I2lt/I1lt and I2rt/I1rt and referring to Fig.1 4 Shown in map, thus calculate separately the correction coefficient Krlt and Krrt of the second from left wheel and right two wheels.
In step 135, low-pass filtering treatment is carried out to correction coefficient Krlt and Krrt, thus to limit the side of change rate Formula corrects correction coefficient Krlt and Krrt.
In step 145, using revised correction coefficient Krlt and Krrt, counted according to following formula (12)~(15) Calculate the final goal damping force Ffti of damper 20FL~20RR.
FftFL=KrltFtFL ... (12)
FftFR=KrrtFtFR ... (13)
FftRL=KrltFtRL ... (14)
FftRR=KrrtFtRR ... (15)
[sixth embodiment]
Sixth embodiment is configured to the fixed case of the 4th embodiment, and the damping force of sixth embodiment is controlled according to figure Flow chart shown in 9, such as be alternately carried out about the second from left wheel and two wheel of the right side.Step 10~50 and step 210 and 220 and the 4th The case where embodiment, similarly executes.Replace step 150~170 of the 4th embodiment and execute respectively step 155~ 175。
It is same as the step 150 of the 4th embodiment in step 155, it calculates corresponding with the second from left wheel 12FL and 12RL The index value I1lt of the impact vibration of vehicle body 18 at the position and index value I2lt of uneven vibration.Equally, it calculates and is taken turns with the right side two The index value I1rt of the impact vibration of vehicle body 18 at the corresponding position the 12FR and 12RR and index value I2rt of uneven vibration.
In addition, in step 155, it is same as the step 150 of second embodiment, calculate separately the index value of uneven vibration The difference KcI2lt-I1lt and Kc of the index value I1lt and I1rt of the product and impact vibration of I2lt, I2rt and correction coefficient Kc I2rt-I1rt.In addition, being mapped shown in 5 referring to Fig.1 based on difference KcI2lt-I1lt and KcI2rt-I1rt, thus come Calculate separately the correction coefficient Kdlt and Kdrt of the second from left wheel and right two wheels.
In step 165, low-pass filtering treatment is carried out to correction coefficient Kdlt and Kdrt, thus to limit the side of change rate Formula corrects correction coefficient Kdlt and Kdrt.
In step 175, using revised correction coefficient Kdlt and Kdrt, counted according to following formula (16)~(19) Calculate the final goal damping force Ffti of damper 20FL~20RR.
FftFL=KdltFtFL ... (16)
FftFR=KdrtFtFR ... (17)
FftRL=KdltFtRL ... (18)
FftRR=KdrtFtRR ... (19)
Index according to above-mentioned each embodiment, with the size of the index value I2i of injustice vibration relative to impact vibration The smaller sides of correction coefficient such as value I1i is bigger, the more high then Kri of degree of the degree of in other words uneven vibration relative to impact vibration Formula calculates the correction coefficient such as Kri.In addition, so that the damping force Fi of damper 20FL~20RR becomes target attenuation force Fti and school The product of positive coefficient, that is, final goal damping force Ffti namely in the way of the target attenuation force that correction coefficient is corrected, Control the attenuation coefficient Ci of damper.
Thereby, it is possible to more high relative to the degree of the vibration of impact ingredient with the degree of the vibration of uneven ingredient, more reduce Mode, according to the relationship of the degree of the vibration of the degree of the vibration of impact ingredient and uneven ingredient, to control damper 20FL The damping force Fi of~20RR.Therefore, when the degree of the vibration of uneven ingredient is lower relative to the degree of the vibration of impact ingredient, The reduction that can prevent the damping force of damper makes the vibration for impacting ingredient effectively decay.In contrast, in uneven ingredient When the degree of vibration is higher relative to the degree of the vibration of impact ingredient, reduce the damping force of damper, the spring being subject to from road surface Under vibration be difficult to transmit on spring, can reduce vehicle riding comfort decline a possibility that.
In addition, according to above-mentioned each embodiment, when being accounted for except the variable point for excluding to correspond to vehicle velocity V, Mapping used in the calculating of the correction coefficient such as Kri is the index value I2i with the index value I1i of impact vibration and uneven vibration Than or difference be variable element one-dimensional map.In other words, it does not need to indicate the finger that the index value I1i of impact vibration, injustice vibrate The two-dimensional map of the relationship of scale value I2i and correction coefficient.Costly time and labor is not needed as a result, such as is not needed Mapping is generated by experimentally determining required value.
In addition, according to above-mentioned each embodiment, the correction coefficient such as Kri are in the more high then bigger mode of vehicle velocity V according to vehicle Speed carries out variable setting.The more high then damping force of speed can be bigger as a result,.Therefore, when speed is low, it can prevent damping force from becoming Good riding comfort that is too much and ensuring vehicle can generate sufficient damping force and ensure vehicle when speed is high Good control stability.
In addition, limiting the change rate of the correction coefficient such as Kri in step 70 is equal according to above-mentioned each embodiment.It can It reduces with the variation along with the index value I1i of impact vibration and the index value I2i of uneven vibration and correction coefficient change dramatically The case where for rise thus make the damping force change dramatically of damper a possibility that.
Especially in accordance with above-mentioned third to sixth embodiment, since the number of correction coefficient is 2, and correspond to Each wheel and the case where calculating first and second embodiment of four correction coefficient, are compared, and can reduce electronic control unit 28 Computational load, reduce the damping force of damper control generate delay a possibility that.
More than, it is described in detail by specific embodiment of the invention, but the present invention is not limited to above-mentioned reality The case where applying mode, being able to carry out other various embodiments within the scope of the invention is to those skilled in the art It is self-evident.
For example, the index value I2i of the index value I1i of impact vibration and uneven vibration divides in above-mentioned each embodiment It is not in the time Tc of impact ingredient Gz1i and uneven ingredient Gz2i by the maximum value of the value of absolute value.However, index value I1i and I2i is also possible to such as in time Tc by the integrated value of the value of absolute value or in time Tc by the value of absolute value In a reference value more than value integrated value indicate like that impact vibration and uneven vibration degree arbitrary value.
In addition, in above-mentioned first, third and the 5th embodiment, in addition to the index value and impact vibration of injustice vibration The ratio between index value (such as I2i/I1i) close to except 0 field and positive biggish field, the correction coefficient such as Kri are opposite In the linear relationship of the ratio between index value.As long as however, at least in scheduled field, when the ratio between index value is big, with index The ratio between value hour reduces compared to correction coefficient, for example, correction coefficient can also be in non-linear, rank relative to the ratio between index value The relationship of scalariform etc..
Equally, in above-mentioned second, the 4th and sixth embodiment, in addition to the index value and impact vibration of injustice vibration Index value difference (such as KcI2i-I1i) field and positive biggish field that are negative except, the correction coefficient such as Kdi are opposite In the linear relationship of the difference of index value.As long as however, at least in scheduled field, when the difference of index value is big, with index The difference hour of value reduces compared to correction coefficient, for example, correction coefficient can also be in non-linear, rank relative to the difference of index value The relationship of scalariform etc..
In addition, in above-mentioned first, third and the 5th embodiment, the parameter for calculating the correction coefficient such as Kdi is The ratio between index value and the index value of impact vibration of injustice vibration.However, the parameter be also possible to the index value of impact vibration with The ratio between the index value of injustice vibration (such as I1i/I2i).In this case, the finger of the index value of impact vibration and uneven vibration The ratio between scale value is smaller, then the ratio between the index value of uneven vibration and the index value of impact vibration are bigger.As a result, for calculating correction system Several mappings for example becomes mapping (Figure 10, figure of each embodiment relative to diagram as shown in figure 17 about correction coefficient Kri 12 and Figure 14) and mapping reversed left to right.
Equally, in above-mentioned second, the 4th and sixth embodiment, the parameter for calculating the correction coefficient such as Kri is The difference of the index value of the product and impact vibration of the index value and correction coefficient Kc of injustice vibration.However, the parameter is also possible to rush Hit the difference (such as I1i-KcI2i) of the product of the index value of vibration and the index value and correction coefficient Kc of uneven vibration.This In the case of, poor smaller (absolute value of negative value is bigger), then the degree of uneven vibration is higher relative to the degree of impact vibration.By This, the mapping for calculating correction coefficient for example becomes each implementation relative to diagram as shown in figure 18 about correction coefficient Kdi The mapping (Figure 11, Figure 13 and Figure 15) of mode and mapping reversed left to right.
In addition, in above-mentioned each embodiment, the correction coefficient such as Kri are in the more high then bigger mode of vehicle velocity V, according to vehicle Speed carries out variable setting.However, it is also possible to calculate correction coefficient using the mapping independent of speed, and with to the correction system The number the high multiplied by vehicle velocity V, more the mode for the correction factor that must become larger is modified.In addition, correction coefficient can also be to be calculated as The mode of value independent of speed is modified.
In addition, not carrying out the second, the 4th and sixth embodiment in above-mentioned first, third and the 5th embodiment In the uneven vibration based on correction coefficient Kc index value I2i correction, but can also be to carry out based on correction coefficient Kc The mode of correction of index value I2i of uneven vibration be modified.

Claims (4)

1. a kind of vehicle damping force control device, comprising:
Be disposed in corresponding to each wheel on spring under spring between damping force type variable damper；
Detect the detection device of the up-down vibration quantity of state on the spring at the position of each wheel；And
The control unit of the damping force of the damper is at least controlled based on the up-down vibration quantity of state on the spring,
Described control unit is configured to, and the target decaying of the damper is calculated based on the up-down vibration quantity of state on the spring Power extracts first of the first band comprising the resonant frequency up and down on the spring from vibrating up and down on the spring in quantity of state Second vibration of the frequency band between the resonant frequency up and down under resonant frequency up and down and the spring on the ingredient of vibration and the spring Dynamic ingredient, it is smaller relative to the more high then correction coefficient of height of the degree of first vibration with the degree of second vibration Mode calculate the correction coefficient so that the damping force of the damper become the target attenuation force and the correction coefficient it Product is that the mode of final goal damping force controls the attenuation coefficient of the damper,
Described control unit is configured to, more high with speed, and the bigger mode of the correction coefficient calculates the correction coefficient.
2. vehicle damping force control device according to claim 1, wherein
Described control unit is configured to, and limits the change rate of the correction coefficient, so that the damping force of the damper becomes institute The mode for stating the i.e. final goal damping force of product for the correction coefficient that target attenuation force is restricted with change rate controls described subtract The attenuation coefficient of vibration device.
3. vehicle damping force control device according to claim 1 or 2, wherein
Described control unit is configured to, and calculates separately table based on the ingredient of first vibration and the ingredient of second vibration Show the first index value and the second index value of the degree of first vibration and the degree of second vibration, and based on described the The ratio between one index value and second index value calculate the correction coefficient.
4. vehicle damping force control device according to claim 1 or 2, wherein
Described control unit is configured to, and calculates separately table based on the ingredient of first vibration and the ingredient of second vibration Show the first index value and the second index value of the degree of first vibration and the degree of second vibration, and based on described the The difference of one index value and second index value calculates the correction coefficient.
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